After experiencing rapid development in previous years, new energy vehicles continued to grow in the past year. According to the data from the China Association of Automobile Manufacturers, China's annual production of new energy vehicles in 2017 exceeded 770,000. At the same time, with the increase in the national and local subsidies for new energy vehicles, the cost of purchasing new energy vehicles is increasing year by year, and the “post-subsidy†era is approaching. In the face of the impact of the subsidy reduction, what new energy vehicles still need to be excluded to continue to attract consumers?
Subsidies no longer stand out as key new energy vehicle policy advantages
In December last year, the four departments specified that new energy vehicles will continue to enjoy preferential policies for exemption of vehicle purchase tax from 2018 to 2020, while financial subsidies have been substantially reduced compared to previous years. Today, consumers value the advantages of buying licenses and restrictions on new energy vehicles.
Take the example of purchasing a pure electric vehicle with a cruising range of 300 kilometers under comprehensive operating conditions in Beijing: In 2016, consumers will receive state subsidies of up to 55,000 yuan and local subsidies of 55,000 yuan, for a total of 110,000 yuan. In 2017, the purchase of the same model will receive a state subsidy of up to 440,000 yuan and local subsidies of 22,000 yuan (local subsidies may not exceed 50% of state subsidies), for a total of 66,000 yuan. Only one year later, the subsidy was reduced by 44,000 yuan. New energy vehicles are gradually losing this "crutch."
Compared with the subsidy withdrawal, the policy advantage of new energy vehicles has become increasingly prominent. In Beijing, obtaining license plates for new energy vehicles requires only queuing up for applications, instead of attending a shakeout with a very low winning rate; in Shanghai, the competition for fuel vehicle license plates is fierce, but the new energy Shanghai license can be “freely obtainedâ€; in Shenzhen, An individual who already has an ordinary car under his name can apply for a pure electric car index if he meets the criteria for incremental indicators. The new energy vehicles also enjoy special advantages in the cities of Beijing, Tianjin, Shijiazhuang, Harbin, Chengdu, Hangzhou, Wuhan, Nanchang, and Xi’an.
Private charging piles are not suitable for installing public charging piles
According to the data provided by the China Electric Vehicle Charging Infrastructure Promotion Alliance, as of 2017, there are more than 210,000 public charging infrastructures in China, and the ratio of new energy car piles in 2017 is about 3.8:1, and the ratio of pure electric vehicles to vehicle piles About 1.8:1. For many owners who purchase pure electric new energy vehicles, the installation of private charging stations is the most urgent wish, and it has become one of the most prominent concerns for many consumers of new energy vehicles.
Some consumers of pure electric vehicles stated that after installing a private charging pile, they can effectively solve the problem of daily charging and fully demonstrate the advantages of environmental protection and convenience of new energy vehicles. However, the actual situation is often tense parking spaces in the old community, a rare parking space, in line with the installation conditions of private charging piles is even more difficult. It is relatively easy for some newly built communities to install private charging piles, but they still face a lot of communication with property and power companies.
With more and more public charging piles being built, some problems still need to be solved. In some cases, public charging piles are not maintained properly, and faults such as piles without electricity, electricity not charging, and charging tripping are more common; public charging piles are mostly installed in existing public parking lots, and fuel vehicles are predominantly occupied and occupied by fuel vehicles. The number of public charging piles is still relatively small. Queuing charging and additional parking fees are still a headache for electric vehicle owners.
At present, the contradiction between the use of these new energy vehicles and their use is being actively resolved. For example, in November 2017, Chengdu City announced that it would exempt two-hour parking fees for new energy vehicles in temporary parking lots. In January of this year, Shenzhen officially issued a notice to implement new regulations for the reduction of two-hour parking fees for new energy vehicles that are charged in government-mandated parking facilities. In addition, Yangzhou, Hefei and other places also introduced a new energy vehicle parking fee reduction policy.
Depreciation of pure electric vehicles is too fast for second-hand car transactions
For ordinary consumers, another concern for the purchase of pure electric vehicles is that the depreciation of the vehicles is too fast, resulting in high transfer costs. Under normal circumstances, the salvage rate after three years of good fuel consumption is generally maintained at 60% or more of the original price, and the residual value of pure electric used cars at this stage is not optimistic.
On a used-car trading website, a three-year-old home-made electric vehicle sometimes has a residual value rate of only 30% of the new car. It is reported that one of the reasons for this phenomenon is that the decline in the performance of used battery packs for pure electric vehicles is relatively common and has a great influence on the residual value of vehicles. Continue to browse the second-hand car trading website can be found, Beiqi EV150, Jianghuai iev4 and other low-end domestic electric vehicles, and BMW i3 and other unpopular imported electric cars residual value rate is relatively lower, the current popular models are relatively slightly higher.
After talking with some used car dealers, it is known that there are few people who look at new energy used cars, and most of them are based on the purpose of “occupying numbersâ€. As new energy vehicles are updated faster than fuel vehicles, this year's new vehicles may not have the technological advantage by the second year, and the residual value of used new energy vehicles will be affected.
For how to identify the degree of attenuation of electric vehicle battery packs, the current used car industry does not have a uniform standard or an effective method. It can only make basic judgments on whether the vehicle has accidents, soaking in water, or burning fire. It is precisely because of the uncertainty of the state of the core components such as the power battery and the difficulty in discriminating, which affects the price stability of the vehicle in used car transactions. This risk is intangibly converted into depreciation rate by the market.
At present, some auto companies have launched half-price repurchased old cars, battery decay promises, and old car replacement car subsidies to ease consumer concerns. Some consumers have also expressed that they are prepared to purchase new energy vehicles and do not consider the salvage value of the vehicles too much. More importantly, they can buy cars in restricted cities.
Source: People's Network
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